Ignition apparatus for inteb



W. B. S. WHALEY.

IGNITION APPARATUS FOR lNT-ERNAL CUMBUSTION ENGINES.

APPLICAUON FILED NOV. 2. 1917.

1,319,197. Patented 001211919.

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1,319,197. Patented 001. 21,1919.

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W. B. S. WHALEY.

IGNITION APPARATUS FOR INTERNAL COMBUSTION ENGINES. APPLICATION msu Nov. 2. 1917.

1., 3 l 9, 1 97 Patented Oct. 21, 1919.

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1GN11|0N APPARATUS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION FILED NOV. 2119!?,

1,319,197. Patented oct. 21,1919.

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W. B. S. WHALEY.

IGNITION APPARATUS FOR INTERNAL COMBUSTION ENGINES.

APPLICATION man Nov. 2. 1917.

1,319,197. Patented 001.2119111.

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UNITED sTATEs PATENT OFFICE. i

WILLIAM B. SMITH WHALEY, OF MALDEN, MASSACHUSETTS, ASSIGNOR TO AMERICAN WHALEY ENGINE COMPANY, OF BOSTON,' MASSACHUSETTS, A CORPORATION OF MASSACHUSETTS.

IGNITION APPARATUS FOR INTERNAL-COMBUSTION ENG-INES.

Specification of Letters Patent.

Patented Oct. 21, 1919.

Application filed November 2, 1917. Serial No. 199,813.

To Zlio/1,0m if; may cm1/imm.

.lie it known that I, WILLIAM B. SM'rrrr lVrmmn', a citizen of the Ilnited States, and resident, of Malden, in the county of Middlesex and State of Massachusetts, have invented a .new and useful Ignition Apparatus for Internal-Combustion Engines, of which the following is a specification.

My invention relates to ignition apparatus for internal combustion engines and pertains more particularly to apparatus for controlling, actuating and timing the ignition generator devices rendering more flexible the operation of the engine. Said apparatus is adapted to all types of internal combustion engines to operate ignition devices or any intermediate devices associated therewith, controlling, reversing or otherwise timing the same to readily respond to all operating conditions of reversing or non-` reversing engines and for varying the speeds or control thereof in any direction of rotation of said engines.

The invention. isespecially applicable to internal combustion engines employing a flexible cycle of operation similar to that of the so-called retarded combustion cycle,

and is iieXible in its control and timing of 138,207., filed December 21, 1916.

In the drawings:

Figure 1 is a partial end elevation of an internal combustion engine andvassociated parts snch as disclosed in said co-pending `application with my present invention applied thereto and operated. by the so-called Stephenson valve-link mechanism illustrated in the dead center position and with the timing elements in the position of maximum late or lag for late timing or late ignition.

Fig. 2 is a similar end elevation of a portion of Fig. 1, with the ignition and timing elements in the maximum late timing or ignition position after ignition has taken place. Fig. 3 is a view s imilarto Fig. 2, with the ignition elements in the extreme starting position before ignition and with the operating links shifted to operate as when running ahead.

Fig. t is a horizontal section on line 4 4 on Fig. 3.

Fig. 5 is a horizontal. section on line 5 5 on Fig. 4.

Fig. G is a partial left hand end view of the engine shown in Fig. 1.

Fig. 7 is a right hand end elevation similar to that of Fig. 6.

Fig. 8 is a sectional plan on line 8-8 on Fig. 6, looking in the direction of the arrows.

Fig. 9 is a transverse section on line 9 9 on Fig. 8.

Figs. 10, 11 andy 12 are detail diagrams showing the performance of the timing elements at different positions or steps for one setting for early ignition.

Figs. 13, 14 and 15 are detail diagrams showing the performance of the timing elements at different positions or steps for maximum early ignition. n

Fig. 16 is a vertical transverse section on line 16-16 on Fig. 1, showing the latch mechanism of a reciiiirocating type of high tension impulse generator' in position to move the armature thereof to the tiring or ignition position.

Fig. 17 is a similar view to Fig. 16, but with the latch ot the ignition generator tripped and the armature returned to the normal position after ignition.

Fig. 18 is a transverse vertical section on line 18--18 on Fig. 7.

Figs. 19 and 2O are diagrammatic views of onel type of an oscillating high tension impulse generator.

Fig. 21 is a diagrammatic view of the tripper arm on the ignition generator in Figs. 19 and 20.

The terms employed herein are used in the generic and descriptive sense and are not primarily-intended as terms of limitation of the invention.

In illustrating l my invention and the adaptability thereof to an .internal combus- Cil tion engine employing a iexible cycle of operation, I have disclosed the same as applied to' a retarded combustioncycle internal combustion engine of the tivo-cycle type. The construction and operation of an engine of this type is disclosed in detail in said copending application, Serial No. 138,207, filed December 21, 1916, which is referred to for the more completey description thereof. It being sullicient herein to refer to. the same generally except as it may be necessary to describe in detail suchf part-s or functions, as may lend themselves to any application, cooperation or cordlination ivith this present invention.

The invention herein is not limited inits application to engines of the type above referred to as` the same may be applied to many other forms or types of internal combustion engines of the different knoivn cycles.

Therefore, inthis specific application, the numeral 30 in its entirety represents the cylinder of a vertical internal combustion engine mounted upon the crank ease 3l of any preferred construction. The engine is provided with the usual crank-shaft, piston, connecting rod and the like, and on said shaft is secured in any suitable manner the ordinary and conventional form of double eecentrics usually employed With the socalled Stephenson valve-link mechanismof the type' to be found in the ordinary steam engine employing a slide valve to control the admission of steam to the cylinder therefor. I may employ any other form of links, link motion ormechanism than that herein for the purposes hereinafter set forth, and I am not limited to any particular form or type of the same provided'said purposes are carried out.

Therefore, l have illustrated in the drawings but a portion ofsaid Stephensonlinks comprising the segment 35, the eccentricrods 36 and 37, 'and the usual link-block 38 slidable in said segment. e

An adjusting link 3S) is pivoted to said segment and to the lever l0 to be operated by the adjustinghand Wheel 41 to position the said segment for the different degrees of throw or movement to be imparted by the link motion to associated parts and for reversing said throw ormovement.

Cooperating with the said link block 38 is a link 4:2 serving to maintain the said block and the movement thereof in a delinite man ner for substantially vertical y movement. Also pivoted to said block and to one arm of the rocker 43 pivoted on the crank case 31 is a link -l-11.V To the other Varm'of the said rocker is pivoted Vthe actuating link 45 extending to, and pivoted tothe operating arm 46 ofthe bell-crank or rocking member L17 on the fixed stud 48 supported by the bracket 49 bolted or otherwise secured from a convenient point herein,-on the cylinder 30. The Yrocking member -lt' is provided with an elongated sleeve 50 and at the opposite end thereof in alinement with the arm l-G is another valve actuating arm 51 to which is pivoted the intermediate valve-link 52 siviveled on the lower end of the valvestem 53.

At the top portion of the cylinder 30 is located the housing 5l Within which is the reciprotntinginlet controlling valve 55 for fuel or for a fuel element (see Figs. 1, i and secured to the end of the valve stem 53. In this embodiment the said valve is preferably of the hollow piston. or sleeve type and adapted to be reciprocated by any reciprocating links, as an eccentric, or by a cam or the like as may be desired or may be preferred. Said valve herein is designed to regulate the flow of compressed air to the cylinder 30 to support and complete the combustion process and for stratifying the gases in the said cylinder thereafter. l'n other types of engines the puppet, or other type of valve employed, may be operated as described herein or otherwise, to coordinate or to coperate With theelements of this invention, as will be described.

As stated in said co-pending application there is provided a compressed air tank 5G, or other medium of air supply, in communication With the said valve housing 5l; and the valve 55 by means of the supply pipe 57 through which the flow of air is controlled by the shut-olf valve 58, thereby to supply airwa constituent element of the combustible mixture-to the combustion chamber Within the cylinder 30.

A precompressionY chamber for the carboniferous gas elements of mixture is located in the lower portion 59 of the cylinder which is kprovided with the carboniferous supply conduit G0 leading thereto and from said chamber the precompressed mixture is transf "red to the combustion chamber through a transfer or inlet port (not shown) in the well-known manner as in other types of tivo-cycle internal combustion engines. there areprovided an exhaust conduit or manifold G1 and an exhaust port (not shown) leading from the lower portion of thecombustion chamber at the lowest point of the stroke of the piston.

In the embodiment herein of the ignition ap iaratus the same is -illusizrated as associated for convenience or otherwise with the valve and valve actuating mechanism above described. 1f desired and convenient, the said ignition apparatus may be actuated by an independent link mechanism or operating mechanism.

YHaving thus described the apparatus for actuating the Vvalve 55 and associated parts, I willy now set forth the manner in Vwhich the ignitirm apparatus may be operated from the same mechanism or the equivalent thereof,

Another' crank arm 66 on the said rocking member 47 is pivoted at 67 to the link (i8 fulcrumed at 69 to the free end of the tripper latch which operates an impulse generator hereinafter described. The latter is in turn pivoted at 71 to the divided journaled timing member 72 bearing on the said elongated sleeve 50. Also, a crank arm 75 on the said rocking member 17 is pivoted at 7G to a cam link 7 7, the latter having the opposite end thereof pivoted at 78 to the connecting link 79 in turn pivoted at 80 to the said timing member 72. Said cam link 77 has thereon a cam portion 82 to engage with the operating means of a second impulse ignition generator hereinafter described.

f 'The said timing member is normally stationary and is provided with an adjusting arm 85 to which is pivoted at 86 the link 87 connected to or pivoted at 88 to the adjusting means herein shown as a bell-crank 90 swiveled at 91 on Some portion of the cylinder 80. The other arm 92 of said bellcrank has pivoted thereto at 98 a link 94. Said link 911 is also pivoted at 95 to the adjusting handle 96 pivoted at 97 on the said cylinder 30. The adjusting handle is provided with the pivoted latch 98 coperating with the notches of the stationary quadrant or segn'ient 99.

Several types of high tension impulse ignition generators are well known in the art, and for convenience I have illustrated two thereof of a character adapted for ignition purposes for internal combustion engines of the type disclosed herein and for other types of engines. Large internal combustion engines are preferably provided with a plurality of ignition generators or apparatus of which the following' combine desirable features.

100 represents the permanent magnets of the so-called Bosch magneto type of high tension impulse generator having a rotor 101 partially rotatable in the magnetic field between the poles of the said magnets. A suitable shaft 102 therefor is provided, and secured to one end of the same is a tripper arm 108 normally projecting with the path of movement of the tripper latch 70. A pair of oppositely or diametrically disposed centralizing springs 105 secured to the stationary posts 10G extending from a bracket 107 are also( secured to the extensions 109 on the hub of the tripper arm 103.

The rotor 101 is provided with the usual eon'imutator and a pair of brushes or collectors (not shown), one of which ig connected or grounded to the frame of the engine and the othel` is connected to the lead wire 112 in circuit with the usual spark plug 118 thus to complete the circuit to the spark-gap.

The other ignition generator illustrated,

comprises also a permanent magnetic field and high tension coils or windings, as in the type just described, but contained within the housing 115. In this type the windings may be stationary and the magnetic lield movable, being connected to a slidable latch block 118 within the path of movement of the tripper or latch 119 on the slidable member 120 having a roll 121 on the end thereof cooperating with the cam 80.

A stationary throw-olf or releasing portion 125 is adapted to engage with the latch 119 at a point near the end of the stroke of the member 120 to disengagc the said latch from the latch block to allow the aforesaid magnet to be snapped back te normal position by a return spring (not shown) creating an impulse in the said winding by the movement of the Said magnetic field.

An adjusting cam 126 pivoted at 127 on the housing 115 is adapted to change the relative position of the said throw-ofi to disengage the said latch earlier or later as may be desired. A spring (not shown) normally maintains the roll 121 of the member 120 in engagement or in contact with the cam when moved thereagainst.

"The said windings are provided with a pair of terminals, one of which is grounded to the frame or engine, and the other is connected to the lead wire 129 in circuit with the usual spark plug 130 to complete the electric circuit to the spark gap.

This igniter is of the so-called lVicO type adapted in its operation to magnetize and suddenly demagnetize one or more mag# nectic coils positioned within the permanent magneti@ field and is operated by a relative reciprocating action between the said field and said coils.

The operation of my invention is as follows:

The hand wheel 111 is operated to move the adjusting link 39 to position the segment 35 in the desired position for early or late cut-off of the valve for either ahead or reverse operation of the engine.

In Fig. 1 the said segment 85 is shown in the mid or neutral position, and as is well known no movement of the valve 55 is had although the eccentrics and links 8G and 37 perform their usual movements. Therefore, the parts or elements connected with the actuating link ,115 are in the mid or neutral position and no moven'ients of any of said partsy will take place and the engine will not operate.

Also in said figure the adjusting handle 96 has been moved in an extreme down position, as shown in full lines, throwing the bell-cranlrarms 90 and 92 in the corresponding position to move the link 87 upward throwing the arm upward rotating the timing, member 72 on the sleeve 50 to the tally with a substantially parallel motion on the pivot 76 and the link 79 bringing the cam 82 from the position in Fig. 3 into further engagement with the slidable memmer 120. This second step is illustrated in the maximum late ignition position in Fig. 1, the early ignition position in Fig. 10, and the maXimum early ignition position in Fig. 13. Further movement of the parts just described are illustrated by the next or third step as in Fig. 11 for the point of early ignition and in Fig. 14: for the point of maximum early ignition in full lines and then followed by the maximum point of movement in dotted lines in both of said figures respectively. When this occurs the tripper arm 103 has been moved from the normal position illustrated in Figs. 2, 10, 13 and 19 to the position in Figs. 11,11- and 20 oscillating the roter 101 in the magnetic field between the magnets 100. At the point illustrated by the last three ligures the tripper latch 7 0 slips off the end of the tripped arm 103 and the springs 105 will suddenly and quickly return the said arm and the rotor to the normal position inducing in the windings of the rotor a high tension impulse electric current which is caused to are across the electrodes of the spark plug 113 in the well-known manner to ignite the charge within the cylinder 30.

During these steps the cani SQ has engaged and moved the slidable member 120 from the position in Figs. 10, 13 and 1G to the position in Figs. 11, 111 and 17 where the end of the latch 119 engages with the throwolf 125 allowing springs (not shown) to suddenly return the permanent magnet to the normal position between the associated coils to induce in the latter a similar high tension impulse electric current which is caused to are kacross the electrodes of the spark plug 130 to also ignite the charge within the cylinder 30.

From the dotted line position in Figs. 11 and 141-, the tripper latch 70 and the cam 82 are now moved in the opposite or return direction, rotating backwardly to a slight degree the tripper arm 103; kalso allowing the slidable member 120 to move upward until said latch and said cam and all coperating parts will again be in the normal position, as illustrated in Figs. 3, 12 and 15 forthe beginning of the neXt ignition operations. These return movements will not excite the generators to cause a spark at the spark plugs.

Thus it will be seen that early and late ignition may be had with my invention in its application to reversible internal combustion engines and the employment of high tension ignition generators, itv being here noted that low tension ignition generators may be employed if so desired. Likewise the relative amount of movement of kthe tripper latch and the cam may be regulated in conjunction with the movement and control of the admission valve movements and for reverse operation as well as for' forward running of the engine.

Engineering practice and the successful operation of internal combustion engines of large horse-power rating vrequire a plurality of ignition generators to successfully ignite the charge in the cylinders. Reliability of operation is another factor in the requirement of more than a single ignition generator and the preferred types of the latter are embodied in the so-called high tension impulse generators. Therefore, in conjunction with internal combustion engines of all types my invention in its application is designed to bring about substantially the same flexibility of operation as that obtained in steam engines.

By manipulating the adjusting cam 126 to change the position of the throw-0H' or releasing portion 125 relative to the latch 119, the lVico ignition generator may be adjusted ifdesired to create the magnetic :impulse at any desired time within the range of the device. Therefore, this latter generator may be adjusted to cause ignition earlier or later than the Bosch ignition generator to produce a second delayed or advance spark independently of that produced by said Bosch This result is of great advantage in large units of internal combustion engines, producing better and assured ignition, or inducing ignition at relatively widely separated portions of the larger volume of gas.

I have described herein one embodiment of my invention, but it is to be understood that the latter is not essentially limited to the specific construction and organization of said embodiment, since the same may be varied without departing from the proper scope of the claims.

Having thus described my invention in detail, what I claim as new is 1. In an ignition apparatus for internal combustion engines, a plurality of varied types of ignition devices, a single and common means for varying the operation thereof and mechanism cooperating with the engine for actuating said means.

2. In an ignition apparatus for internal combustion engines, a plurality of varied types of impulse electric current generators in circuit with sparking members in the combustion chamber of an internal combustion engine and means coperating with the engine for varying the time of operation of said generators and for actuating the same.

3. In an ignition apparatus for internal combustion engines, a variable valve actuating mechanism cooperating with the engine shaft, a plurality of varied types of high tension impulse electric generators in cirenit with the spark plugs in the combustion chamber of said engine, and mechanism interposed between said actuating mechanism and said generators for operating the latter. sl.. In an ignition apparatus for internal combustion engines, a plurality of high tension impulse electric generators in circuit with the spark plug in the combustion cha-mber of the engine, and an inlet valve oper ated by variable timing-means, actuating mechanism interposed between the said timing means and the said actuating mechanism for operating the latter and means for varying the time of operation of the said actuating mechanism relative to the said variable timing means for the said valve.

5. In an ignition apparatus for internal combustion engines, an ignition device in circuit with the spark plug in the combustion chamber of the engine and reversing means cooperating with the engine shaft in combination with variable timing mechanism for actuating said ignition device.

(3. In an ignition apparatus for internal combustion engines, a plurality of ignition devices in circuit with the spark plug in the combustion chamber of the engine and reversible means cooperating with the engine shaft in combination with variable timing mechanism for actuating said ignition devices.

7. In an ignition apparatus for internal combustion engines, a plurality of ignition devices, means for varying the time of operation thereof and mechanism cooperating with the engine shaft for actuating said means and for reversing the time of operation thereof.

8. In an ignition apparatus for internal combustion engines, a plurality of ignition devices, a single means for simultaneousl var \j1ing the time of operation of all of said devices, mechanism cooperating with the shaft of the engine for actuating said means and for reversing the time of operation thereof.

9. In an ignition apparatus for internal combustion engines, a plurality of varied types of ignition devices, a single means for siimiltaneously varying the time of operation thereof, and mechanism cooperating with the engine shaft for actuating sali mea-ns and for reversing the time of operation thereof.

l0. In an ignition apparatus for internal combustion engines, a high tension impulse ignition generator and .mechanism coperating with the engine shaft for varying the time of operation of said generator and for reversing the time of operation thereof.

ll. In an ignition apparatus for internal combustion engines, a variable and reversible' admission valve actuating' mechanism copelating with the engine shaft, a high tension impulse electric generator in circuit with the spark plug in the combustion chamber of the engine and mechanism interposed between said actuatiing,` mechanism and said generator for operating the latter.

l2. In an ignition apparatus for internal combustion engines, a. plurality of ignition generators, a variable and reversible timing means for operating an admission valve and actuating mechanism interposed between said means and said generators for operating the latter.

13. In an ignition apparatus for internal combustion engines, a plurality of ignition generators, variable and reversible timing means for operating-an admission valve and variable actuating mechanism interposet between said means and said generators for operating` the latter.

14. In an ignition apparatus for internal combustion engines, a plurality of high tension impulse electric generators in circuit with the combustion chamber of the engine, variable timing and reversing means' operating an admission valve actuating mechanism interposed between the said means and said generators for operating` the latter and means for varying the time of operation of said actuating' mechanism relative to said generators.

I5. In an ignition apparatus for internal combustion engines,` an ignition device, actuating` means for the same, variable tim ing iuechanism interposed between the ignition device and the actuating means, and reversible mechanism cooperating with the engine shaft and the said actuating' means.

16. In an ignition apparatus for internal combustion engines, an ignition device, pivotally actuating means for the same, and reversible mechanism cooperating with thel engine shaft and the said actuating means for operating the latter.

17. In an ignition apparatus for internal combustion engines, a plurality of ignition devices, pivotal actuating means for the same, and reversible mechanism cooperating with the engine shaft and the said actuating means for operating the latter.

1S. In an ignition apparatus for internal combustion engines, an ignition device, actuating means for the same. variable timing mechanism interposed between the ignition device and the actuating means, and reverst ble and regnlatable mechanism cooperating with the engine shaft and the said actuating means, I

19. In an ignition apparatus for internal combustion engines, an ignition device, a regulatable mechanism for actuating the same and means cooperating with the engine shaft and the said mechanism for varying and for reversing the operation of the latter.

20. In an ignition apparatus for internal Combustion engines, a plurality of ignition devices, actuating means for the same, variable timing mechanism interposed between the ignition devices and the actuating means, and regula-table and reversible mechanism cooperating with the engine shaft and the said actuating means.

21. In an ignition apparatus for internal combustion engines, a plurality of ignition devices, a variable mechanism for actuating the same and means cooperating with the engine shaft and the said mechanism for reversing and for varying the operation of the latter.

22. In an ignition apparatus for internal combustion engines, a plurality of ignition devices, pivotally movable actuating means for the same, and reversible and variable mechanism coperating with the engine shaft and the said actuating means for operating the latter.

23. In an ignition apparatus for internal combustion engines, a plurality of ignition devices, an actuating member therefor, variable means on the latter for simultaneously timing the operation of .each of the former, and reversible mechanism coperatingA 'with the engine shaft and the actuating means for operating the latter.

24. In an ignition apparatus for internal combustion engines, a plurality of ignition devices, a movable member, a variable member normally stationary, means for adjusting the variable member, and means interposed between the said movable member and the said variable member to operate the said ignition devices,

25. In an ignition apparatus for internal combustion engines, a plurality of ignition devices, a movable member, a variable member normally stationary, means for adjusting the position of the latter, means interposed between thc sai d movable member and the variable member to operate the ignition devices and variable means coopera ting with the engine shaft and the said movable member for operating the latter.

Q6. In an ignition. apparatus for internal combustion engines, a j'ilurality of ignition devices, a movable member, a variable member normally stationary, means for adjusting the position of the latter, means'interposed between the said movable member and the Variable member to operate the ignition devices, and variable and reversible means cooperating with the engine shaft and the said movable member for operating the latter.

27. In an ignition apjniratus for internal conrbustion engines, a plurality of high tension impulse ignition generators, a movable member, a variable member normally stationary, means for adjusting the position of the latter, means interposed between the said movable member and the variable member to operate the ignition devices, and variable and reversible means cooperating with the engine shaft and the said movable member for operating the latter.

28. In an ignition apparatus for internal combustion engines, a plurality of high tension impulse generators, a rocking member, a variable member normally stationary, means for adjusting the position of the latter, means interposed between the said rocking member and the said variable memlber for operating the said generators, and variable and reversible link n'ieehanism cooperating ivith the engine shaft and the said rocking member to operate the latter.

29. In an ignition apparatus for internal combustion engines, a high tension impulse ignition generator, a rocking member, a variable member normally stationary, means for adjusting the position of the latter, means pivoted to the said rocking member and the variable member to operate the said generator, and variable and reversible link mechanism cooperating with the engine shaft and the said rocking member for operating the latter.

30. In an ignition apparatus for internal combustion engines, an ignition device comprising a ma gnetie field and a current generating part, a movable member, variable mechanism thereon cope ating with the ignition device to cause movement between said field and the generating part, and variable mechanism coperating with the engine shaft and the said movable member to operate the same.

31. In an ignition apparatus for internal combustion engines, an ignition device comprising a magnetic field and a current generating part, a movable member, variable mechanism thereon cooperating with the ignition device to cause relative movement between said field and said generating part, and variable and reversing mechanism cooperating with the engine shaft and the said movable member to operate the same.

32. In an ignition apparatus for internal combustion engines, a plurality of ignition devices each comprising a magnetic field and a current generating part, a movable member, variable mechanism thereon cooperating with the ignition devices simultaneously to cause relative movement between said iield and said generating parts, and variable and reversing mechanism to operate said movable member.

Witnesses REUBEN Bimens,

J. A. GRANT.

Copies of this patent may be obtained for ve cents each, by addressing the Commissioner of Patents, Washington, D. G. 

